Turbine engine test

The gas turbine is a eomplex maehine, and its performanee and reliability are governed by many standards. The Ameriean Soeiety of Meehanieal Engineers (ASME) performanee test eodes have been written to ensure that test, are eondueted in a manner that guarantees that all turbines are tested under the same set of rules and eonditions to ensure that the test results ean be eompared in a judieious manner. The reliability of the turbines depend on the meehanieal eodes that govern the design of many gas turbines. The meehanieal standards and eodes have been written by both ASME and the Ameriean Petroleum Institute (API). 

Boyce, M.P., and Herrera, G., Health Evaluation of Turbine Engines Undergoing Automated FAA Type Cyclic Testing, Presented at the SAE International Ameritech 93, Costa Mesa, California, September 27-30, 1993, SAE Paper No. 932633. 

R. Hendricks, "Heron Turbine Prototype Test Results," 20 International Congress on Combustion Engines, International Council on Combustion Engines (CIMAC), London, 1993. 

This chapter describes the results of research on evaluating dispersion fuels for application in gas turbine engines and includes studies of emulsion formulation, single-droplet combustion, and gas tiurbine combustor tests. 

SPE Mashproekt" (2000). The GT 2500 Gas Turbine Engine Fuel Nozzle and Combustion Liner testing on Pyrvac Biofuel. Technical Report, Kiev, Ukraine. 

J. D. Capps, G.J. Smith, D.B. Turley, W.D. Borella, H.M. O Brian, W.F. Roby, R.J. Anderson, T.T. Engine Testing of Thermographic Phosphors Part 1. Pratt and Whitney Fixed-Blade Test and Part 2. Virginia Polytechnic Institute Turbine-Blade Test, Technical Report No. ORNL/ATD-31 Martin Marietta Energy Systems, Inc., May 1990. 

The first aviation gas turbine engines were regarded as having noncriti-cal fuel requirements. Ordinary illuminating kerosene was the original development fuel, but the increased complexity in design of the engine has required fuel specification tests to be more complicated and numerous. 

MIL-PRF-23699 has been the industry standard for 5 cSt lubricants, apart from the high-load-type oils, used by both the US military and the civil aviation world for many years. There is not a single 5 cSt lubricant, again apart from the high-load type, used in western aviation gas turbine engines that has not been tested and... 

Defence Standard 05-50 (Part 61) Methods for Testing Gas Turbine Engine Synthetic Lubricants. Method 9, Resistance to Oxidation and Thermal Decomposition. UK Defence Standardization. 

The low-density products manufactured in the SMDS process are predominantly paraffinic and free from impurities such as nitrogen and sulphur. Both the kerosine and gas oil have excellent combustion properties (smoke point and cetane number), and their cold-flow characteristics meet all relevant specifications - even the stringent freezing point requirements of aviation turbine kerosine. They also make excellent blending components for upgrading low-quality stock that would otherwise have to be used in fuel oil. The excellent quality of the products was proved in extensive engine tests. 

Testing of the Shale-II JP-5 jet fuel, which is currently underway in four different gas turbine engines, shows good combustion performance. No problems have been encountered. Likewise, testing of ship steam boilers, marine gas turbines, and diesel engines on the Shale-II diesel fuel marine (DFM) is demonstrating highly acceptable performance. 

Cranfield Institute of Technology (Cranfield, United Kingdom www.cranfield.ac.uk) has a gas turbine engineering lab in an off-campus site with multiple test cells for conducting large-scale research as part of its energy program. 

Table 4. No observable creep strain was obtained at 8I5°C, though one sample did rupture after 460 hours at 140MPa. At 1093°C and 1204°C measurable strain rates were obtained, though few samples attained a steady state strain rate before the end of the 1000 hour test or at rupture. Over the range of temperature and stress evaluated (1093 and 1204°C and 125 to 160MPa) the measured strain rates at 1000 hours for the test run-out samples ranged from 2 x 10 s to 2 x 10 " s . This range of strain rates is very low compared to creep rates currently accepted for metallic hardware in turbine engines, and thus creep deformation is not expected to be a limiting factor for the application of HiPerCompTM composites.

G.S. Corman, A.J. Dean, S. Brabetz, M.K. Brun, K.L. Luthra, L. Tognarelli, andM. Pecchioli, Rig and Engine Testing of Melt Infiltrated Ceramic Composites for Combustor and Shroud Applications, Transactions of the ASME - Joum. Eng. for Gas Turbines and Power, vol. 124, Issue 3, July 2002. 

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